Automatic throttle control



L. F. some 2,656,024

AUTOMATIC THROTTLE CONTROL Oct. 20, 1953 Filed Nov. 8, 1949 2 Sheefls-Sheet 1 INVENTOR LEO SOB\E ATTORNEYS Oct. 20, 1953 L. F. YSOBIE 2,656,024

AUTOMATIC THROTTLE CONTROL,

Filed Nov. 8, 1949 2 Sheets-Sheet 2 FIE JZ 1N VENTOR LEO F- SOEHE- ATTORNEYS Patented Oct. 20, 1953 UNITED STATES eaTENT OFFlCE AUTOMATIC THROTTLE CONTROL Leo F. Sobie, Jonesville, Mich.

Application November 8, 1949, Serial No. 126,132

2 Claims.

This invention relates to automatic throttle controls for internal combustion engines such as are employed on farm tractors.

In connection with the internal combustion engine employed on farm tractors the gas supply is controlled by the hand setting of a control lever, and an objection to the existing and conventional arrangements is that this setting is left as it Was at the time of, and during, clutch dis-engagement. This, therefore, gives rise to engine racing and wastage of fuel, which the present invention seeks to avoid by the provision of an automatic throttle control mechanism which automatically adjusts the throttle setting to a slow-idle position when the clutch is disengaged but restores the throttle setting to its original position upon re-engagement of the clutch.

Many automatic throttle controls have been suggested to meet the above mentioned requirements but it is known that each different make of tractor requires a particular construction and arrangement of the control mechanism and that a mechanism adapted for one make of tractor is quite unsuited for use upon another make of '1.

geous and efficient manner to the Farmall trao- 1.

tor having its own particular centrifugal governor design, which is relied upon in the present instance to form an operating connection for the throttle control mechanism, and this in a very simple, inexpensive, yet efficient, manner.

The invention is applicable to Farmall tractor model H, M, W6 and W4 and has been successfully applied to all such models.

The invention will now be described in its detailed application to a Farmall H type tractor, as illustrated in the accompanying drawings, in which:

Fig. I is general arrangement side elevational view of a Farmall H tractor equipped with my automatic throttle control mechanism,

Fig. II is a side elevational view of the mechanism itself on an enlarged scale compared with its showing in Fig. I,

Fig. III is a view looking in the direction of arrow D in Fig. IV,

Fig. IV is a section on the line IV-IV of Fig. III, and

Fig. V is a plan view of the left-hand end of Fig. II.

Referring to the drawings, the tractor is shown 2 with its engine I0, provided with a governor l2 and having the carburetor M. The clutch foot pedal is indicated at [6 with its usual push-pull rod [8 providing an operative connection to the clutch contained in the clutch and fly-wheel housing ZiL' All this is conventional arrangement and construction and is present on Farmall tractors. v

The governor I2 is a centrifugal governor, and on the Farmall tractors, ha a head casing part We housing an extension rod 22 of the fly-ball or weight actuator (not shown) which extension rod provides an actuating connection for a rod 2| housed for oscillation in a tube 23 and connected to the butterfly or damper valve in the carburetor housing M.

This centrifugal governor is adapted to adjust itself to the engine speed so as automatically to adjust the throttle valve in accordance therewith. This is what happens without the introduction of my control mechanism, the purpose of which is to over-ride the governor when the clutch is dis-engaged and to adjust the throttle valve to a slow-idle position, in which engine racing and wastage of gas is avoided.

Referring now to my control mechanism, this involves a box-like casing part 24in which there is pivoted, upon a cross shaft 26, an actuator lever arm 28, pinned at 30 to the shaft and adapted, when the casing part 24 is installed in position as shown in Fig. I, to maintain contact with a cap nut 32 fitted to the upper end of a crank arm 22 fixed upon the end of the rod 2| which projects into the casing part 24, said rod and its encompassing tube 23 being laterally displaced with respect to the end of the crank arm 22 which carries the cap nut 32.

The cross shaft 26 also carries a spacer sleeve 34 and, on an outside extension 2611, has an arm 36 secured thereon for oscillatory motion under the control of a rod 38. This rod is journalled at one end upon the arm 36, being shown secured in position by a cotter pin 40 (Figs. II and V) and at its opposite end is journalled upon a bracket plate 42 adjustably secured upon the clutch rod 18.

The bracket plate 42 has a hook end 44, providing a recess in which the clutch rod is accommodated, the plate being fixed in its adjusted position by actuation of the set screws 46. The journalled connection of the rod 38 to the upper end of the bracket plate is shown efiected by passing the rod through a hole in a pin 48 rotatably secured upon the plate 42, the rod being secured 3 in adjusted position by the lock nuts 50 on the screwed rod extremity 52.

To install the mechanism it is merely necessary to remove the cover plate 54 of the governor housing (this cover plate being of normal construction) and to fix the casing part 24 in position with the use of suitable bolts, which bolts serve also to secure the cover plate 54 in position with the casing part 24 interposed between the cap' and the opening to the governor extension 1211. Another fitment involves the cap nut 32 which is secured in position prior to affixing the casing and cover parts 24 and 54 respectively.

In operation, actuation of the clutch pedal 16 to disengage the clutch causes the rod 38- tobe shifted and be pushed to the left, as seen in Fig.1.

This results in the lever arm 28' being rocked nor comprising a head casing part enclosing an extension rod of the centrifugal weight actuator, which extension rod provides an actuating connection for a reciprocable rod connected to said fuel control valve and which head casing part has a removable cover plate, the combination of a box-like casing part secured between the top of said head casing part and said cover plate, the latter being secured to close said box-like casing part, an oscillatory cross shaft journalled in said box-like casing part, said cross shaft carrying a first lever-arm enclosed in the box-like casing part and in contact with the said extension rod of the governor weight actuator, said cross shaft having an extension outside the box-like casing part, a second lever arm secured upon said cross shaft extension for oscillation with said cross downwards and the crank arm 22 being cor-re spondingly depressed, in over-riding relation to thegovernor operation, the effect of which is to actuate: the throttle rod 2-! and set the throttle valve to the slow-idle position. When, however, the clutch'pedal is releasedto l e-engage the clutch the control mechanism is returned to its original position under the governor spring action and the governor is allowed to take over its normal controlling function, with the throttle valve restored to its original position.

, It will be appreciated, therefore, that I have provided a simple, yet efficient, construction of throttle control mechanism which can be easily installed on a: Farmall tractor to providean automatic: adjustment of the throttle valve to slowidle position when the clutch is dis-engaged yet which allows the governor to'take over its normal control of the: throttle adjustment when the clutch is: engaged- Having thus described my invention is one practical form, which. is: possible of changes in construction and form, whatI claim as novel and wish to secure by Letters Patent is as follows:

1:, In an internal. combustion engined vehicle having a carburetor with a fuel control valve, a centrifugal weight governor operatively connected with: said valve to automatically adjust the valve setting inrela-tion to-the engine speed: and a control clutch, including a rod connection be-' tween a clutch pedal and the clutch, said govershaft, and a second rod connected between said second lever arm and said clutch rod connection for reciprocation under the control of said clutch rod connection, whereby when the clutch. pedal is actuated todisengage the clutch the said first lever arm on said cross shaft is rocked to depress the-governor rod extension in overriding relation to: thegovernor action so as to set the fuel control' valve to slow-idle position.

2. The combination as claimed in claim 1, said clutch rod connection carrying a bracket plate inter-connecting said clutch rod and said rod connected to said second rod, said bracket incorporating clamp means ad'justably securing the bracket in rigid relation upon said cl'utchrod and incorporating also a journal pin having a transverse hole therethrough, said second rod passing through said hole; and adjustable lock means on said' second rod securing the latter for reciprocation with the clutch rod while permitting the said second rod to be adjusted axially with respect to said bracket.

LEO F. SOBIE. References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,620,763 Hull Mar. 15, 1927 2,167,110- Gutenberg a- July 25, 1939 2,227,174 Bastor Dec. 31, 1940 2,455,233 Copeland Nov. 30, 1948 

